Derail.



s. W. HAYES.

DERAIL.

1 APPLICATION FILED A UG.14, 1909. 988,190 Patented Mar.28, 1911.

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Patented Mar. 28,1911.

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DERAIL. I APPLIOATION FILED AUG.14. 1909.

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. useful Improvements in Derails, of which STANLEY W. HAYES, OF GENEVA,NEW YORK.

DERAIL.

Specification of Letters Patent.

Patented Mar. 28, 1911.

Application filed August 14, 1909. Serial No. 512,796.

To all whom it may concern:

Be it known that I, STANLEY W. HAYES, a citizen of the United States,residing at Geneva, in the county of Ontario, State of New York, haveinvented certain new and a full and true specification follows.

This invention relates to the type of derails wherein the derailingmember is inverted by its movement from its active position on the railto its inactive position at the side of the rail, and it is the objectof the present invention to provide a compact organization of such typeof mechanism which will be suited for instalment upon the ends of theties, outside the track rails, as well as inside the rails, beingcompactly depressed or housed when in its inactive position, and it is afurther object to provide such a derail with a connecting lug so relatedto the supporting members or parts, that in moving from one position tothe other, it will describe a straight or substantially straight line,thus providing a strictly rectilinear or endwise thrust in theconnecting rod that operates the derail and obviating the necessity ofproviding special clearance for the derail or the rod, between the ties.These and other advantages which, if not hereinafter described, will beapparent to those skilled in this art, are attained or renderedavailable by this invention.

In the drawings, (three sheets) Figure 1, is a top plan of the derailembodying this invention in its active position. Fig'. 2, is an end Viewof the base of the derail. Fig. 3, is a detail side-elevation of theshank of the derailing member. Fig. 41, is a vertical longitudinalsection of Fig. 1, on the line 4E-4C thereof and showing the derail inits active position. Fig. 5, is a side elevation showing the derailingmember in an early intermediate position in its swinging movement. Fig.6, is a vertical section on line 6 6 of Fig. 1, showing the derailingmember in a later intermediate position, and Fig. 7, is a side elevationof the derail at the extreme of its movement, in its inactive position.i

The base of the derail is comprised of two upright side walls, which arejoined by the rib-braced floor 2 at the bottom, and a crossbrace 3 attheir upper forward portions. Lateral flanges 4 on each side wall formthe support for the base; these flanges being] provided with spike holes'as shown, by

which they may be secured to the tops of two adjacent ties, in whichposition the floor may be depressed sufficiently below the rail bases toenable the device to be operated by a connecting rod which may, ifdesired, be located beneath the rails. The base is intended to bemounted in close proximity to the rail, and preferably with the upperforward margins of the side walls, or the cross brace 8, in contact withthe web of the rail. The base of the derail further includes thereinforcing flanges 5 in the angles between the walls and supportingflanges 4:, and it has also the lateral box formations marked 6 on eachside, which further reinforce the side walls. These parts form rigidwheeldeflecting tables for receiving the flange of derailed wheels,which in the case of outside derails are deflected or derailed towardthe derail base, instead of away from it as in the case of insidederails. The said tables are beveled or sloped on their upper surfaces,and are located close to the rail-head and as high as possible, so thatthey will receive the wheel flange directly from the derail block, andhence with the least shock, and guide the said flange over thesupporting flange of the base so that it will fall clear of the latter.The base is made with one such table formation at each side so as toaccommodate either right or left hand derail blocks.

The derailing member includes the derail block proper, marked 7; of theusual configuration, but in the case of outside derails, so shaped thatthe wheel flange is derailed toward the outside of the rail. The rest ofthe member comprises a shank portion 8, which carries the connectionlugs, of which there are two in the present instance. As a matter ofpreference, these lugs project downwardly below the level of the baseflange of the rail, so that the derail may be operated, by a connectingrod connected to the lug from either side of the track. In the drawings,the connecting rod 12, is located beneath the rails, as is frequentlynecessary with outside derails. Both the derailing member and the baseare made of one-piece castings, and the bearing parts which providetheir mutual bearing surfaces,

are capable of being made integral with them, and are preferably so madeand so shown in the drawings. Such bearing parts are composed of studsand sockets, and 1t will be understood that either part of the derailmay be provided with the studs and the other with the sockets, asdesired. In the form shown, the lateral studs marked 10, are cast on theshank of the derailing member and the sockets or channels, marked 11, 11and 11*, are formed on the inner sides of the side walls 1, of the base.These channels have upright portions 11, which are open at the top ofthe side walls, (see Figs. 4; and 6), and forward and rearward branchextensions marked 11 and 11", respectively. Just above the junction ofthe two branches, the upright channel is slightly enlarged, and theproportions of the channels and their junction space are coordinatedwith the shape of the stud 10, so that the said stud may cooperatetherewith in production of the desired movements of the derailing memberand connecting rod.

The stud has a rounded heel portion 10, and an ogive-tapered toe portion10", and may be appropriately designated as a rotary cam-bearing. Thetoe portion 10 is adapted to ride up and down in the upright channel asthe heel portion is shifted from the forward to the rearward branch,which change of position is effected by the swinging of the derailingmember from its inactive to its active position, either by hand or byoperation through the connecting rod 12. If operated by the rod, theactuation of the latter in the appropriate direction, forces the heel ofthe stud upon the upward slope of the apex 13, and the curved side ofthe toe portion against the adjacent curved wall of the channel 11, andby reason of such curvature, the stud rides up the apex, the meanwhileturning itself and the derail member toward an upright position.Corrtinued movement of the rod forces the heel of the stud over theapex, whereupon it slides down into the opposite branch channel, withthe opposite curved side of the toe portion resting on its correspondingside of the upright channel. Reverse operation of the rod produces thecorresponding movement of the derailing member in the reverse direction,inasmuch as the cam-stud 10 and its cam-slots or channels aresymmetrically formed, By virtue of the camming action of the stud in itsthree-way channel, the pivotal axis of the derailing member is elevatedas the latter swings over the same, and by an amount sufficient to causethe eye of the connection lug to move in a rectilinear path, and tomaintain the connecting rod 12 in a fixed level so that the pull orthrust therein is, at all times, in a line coaxial with its lengththroughout the entire stroke, and so that it is least likely to beobstructed in its movement bythe ballast of the road-bed.

In the assemblage of the parts formed as above described, the studslOare inserted into the open upright channels whenthe derailing member isabout in a midrposition,

and passed downwardly into the junction space of the two branchchannels, whereupon by virtue of the construction, a rotary movement ineither direction revolves it sufliciently out of alinement with theupright channel to prohibit its removal. The connecting rod 12 beingthereupon pinned to one of the lugs 9, the derailing member becomesconfined againstremoval even though the stud be brought again to itsmidposition, in which it was introduced into the base. This lastdescribed feature of my invention has general application to pivotderails, inasmuch as the interlocking features of the studs and channelsmay be employed without employing the bearing surfaces coordinated forproducing rectilinear movement of the connecting rod.

I claim the following:

1. In a derail, a derailing member provided with means for attachment toan operating connection and mounted to swing through a vertical arctoward and from the rail and having a rotary cam-bearing on said baseoperating to produce rectilinear motion in said attachment means.

2. In a derail, a derailing member mounted to swing in a vertical arcand having a connection lug at its extremity extending below the railbase in combination with means for guiding said lug in a rectilinearpath.

3. In a derail, a base a derailing member mounted to swing in a verticalarc and over its axis of pivotal support on said base and having aconnection lug extending below the level of the rail-base, incombination with a cam surface on said member and a cone spondingsurface on the said base, said surfaces being organized to providerectilinear motion in said connection lug during the iwinging movementof said derailing mem- 4. In a derail, a base having side-walls ternateengagement with said forward and rearward branches.

6. A derail, comprising a base and a rotary derailing member, oneOf'said parts having bearing studs and the other having cha nel int hichsai stud a Passed i a embling the p rts, he sa d uds and channels beingshaped to interlock by the rotation of said deraiiing member to eitherextreme position.

7. In a derail, a pivotally mounted derailing member adapted to swingover its pivotal axis in moving from active to inactive position and asupporting base for said member, the parts forming the bearing surfacesbetween said base and member being respectively integral therewith.

8. In a derail, a derailing member a supporting base therefor adaptedfor instalment on the derailing side of the rail, and provided withspike-flanges and said base having a wheel-deflecting table adjacent therail-head for protecting the spike-flange.

In testimony whereof, I have signed my name to the specification in thepresence of two subscribing witnesses.

STANLEY HAYES.

Witnesses H. F. NESTER, M. M. HAMILTON.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents. Washington, D. G.

